Carbureter.



H. A. MILLER & P. M. ADAMSON.

CARBURETER.

APPLICATION FILED SEPT.12, 1912.

' 1,094,674. Patented Apr. 28, 1914.

2 SHEETS-SHEET 1 Fly 5 Smocwfm 1X); ewes Harry/4 Mil/er y Frank M/700m50 I STATES PATENT OFFICE.

HARRY A. MILLER AND FRANK M. ADAMSON, 0F INDIANAPOLIS, INDIANA.

CABBURETER Specification of Letters Patent.

Patented Apr. 28, 1914.

To all whom it may concern Be it known that we, HARRY A. Mme and FRANK M. ADAMsoN, citizens of the. United States, residing at Indianapolis, in the county of Marion and State of Indiana, have invented a new and useful Carbureter, l

5 parts 10 and 11, suitab y fastened together.

It is the object of our invention to provide a carbureter which will produce a uniof which the following is a specification.

form mixture of carbureted air for all speeds of the associated engine and with widely varying suctions, and at the same time to provide means whereby the richness of the connected to the manifold of the engine.

mixture may be variedas desired.

It is our further object to make the action of the carbureter largely or wholly independent of the fuel level; to maintain the vacuum at the fuel nozzle substantially constant independent of the vacuum produced by the engine on its suction stroke; to

prevent loss of carbureted'air and variation in the mixture on account of pulsations in the suction produced by the engine; and withal to produce a carbureter which can be manufactured easily and cheaply and which is not liable to easy derangement.

In attaining these objects, we provide a fuel nozzle of novel form, having a series of horizontally arranged capillary apertures, and an adjusting device or throttle located in a chamber above the fuel nozzle and cut away so that as it is operated it covers or uncovers said apertures in succession and at the same time controls the inflow of air to the chamber by paths on each side of the fuel nozzle and the outflow of the carbureted air'from the chamber into the engine manifold. The width of the passage for the air along at least one side of the fuel nozzle is adjustable to vary the richness of carburation. The fuel nozzle is located in an air passageway at a considerable distance from the air intake thereof, whereby loss of carbureted air and variations in the richness of carburation by reason of pulsations in the suctions in the.

engine at difierent points in its cycle is prevented.

Other novel features will appear hereinafter.

The accompanying drawings illustrate our invention. v

Figure 1 is a vertical'longitudinal section, on the line 11 of Fig. 2, through a carbureter embodying our invention; Fig. 2 is a section on the line 2-2 of Fig. 1; Fig.

I 3 is a section on the line 33 of Fig. 1; Fig.

rspective view of the fuel nozzle and 4 is a contro ling cylinder, some of the parts bemg broken away; and Fig. 5 is an enlarged vertical cross section to the fuel nozzle.

The carbureter casin comprises two main An air passageway 12, opening forwardly to the atmosphere at 12 extends horizontally through the casing member 10, turns upward at the rear of such casing member, and passes vertically through the casing member 11, at the top of which it may be At an intermediate point in its path through the casing member 11, the passage 12 is enlarged to form a cylindrical chamber 13, of which the axis is horizontally along the majortransverse dimension of thepassageway 12. A shaft 14, having an operating arm 15, extends along this axis, and car-- ries a cylindrical throttle fitting closely the inside of the chamber 15. This throttle is cut away to form two wings 16 and 17 which respectively govern the entrance and exit of the chamber 13. One edge of each wing 16 and 17 is cut away curvilinear-1y, so that it is sharply inclined to the elements of the cylinder at one end but very slightly inclined inch in thickness, communicating with the fuel passage 23. This communication may be separate for each aperture, as indicated in Fig. 4, the slots widening out to about 1/100 of an inch in thickness below a point about l/S inch below their discharge ends; or may be by several openings 25 each common to a number of apertures 24, as indicated in Fig. 2, the openings 25 also being about 1/100 of an inch in thickness and extending to a point about 1/8 inch below thedischarge ends of the apertures 24, and being separated by ribs 25 to prevent inward sagging of the parts 21 and 22 and to prevent suction from one part of the nozzle to another. This capillary size is necessarily shown in succession. The fuel passage 23 is connected, by a pipe 28, to a fuel bowl 29, the

opening from the bowl 29 to the pipe 28 being provided with a cylindrical screen 30 of very fine mesh for preventing the capillary openings of the fuel nozzle from becoming clogged. Fuel is supplied to the fuel chamber 29 through a passageway 31, extending upward from the bottom of the casing member 10 and vertically across the passageway 12, the inlet of fuel through this passageway to the fuel chamber being controlled by,

a valve 32 controlled by a float 33 in the fuel chamber 29.

Mounted in the casing member 11, immedi ately below the entrance to the chamber 13, is a solid mutilated. cylinder 35, the axis of which extends substantially parallel to the axis of the shaft 14:. This cylinder is cut away with substantially flat surface, whereby the air passageway along one side of the fuel nozzle may be varied in width by turning the cylinder 35 so that the upper edge of its iiat face moves closer to or farther from the fuel nozzle, as indicated in full and dotted lines in Fig. 1. The cylinder 35 is preferably on the rear side of the fuel nozzle, so that it controls the air which passes up on that side of such nozzle, the air naturallytending to go to that side by reason of the forward movement of the carburetor and the car on which it is mounted. The cylinder 35 is provided with an operating arm 37, to the end of which is connected an operating wire 38 leading to any desired point of control. if desired, there may be an additional air supply passage l0, supplied with air heated by the exhaust from the engine, this passage 40 leading into the casing membeulO from the side and turning upwardly as shown in Fig. 2. The width of this upwardly turned passage 40 is comparatively small as compared with the width of the main fuel passage 12. This additional passageway for heated air is preferably placed at that end of the fuel nozzle which is first uncovered by the wing 16.

nongovenearly closed but open somewhat more greatly than the outlet of such chamber. The wing 16 of the throttle cylinder con trols both the inlet to the chamber 13 and the outlet end of the'apertures 24: of the fuel nozzle. As a result of this arrangement, the suction from the engine, which at this time may be quite heavy, is cut down by the two wings of the throttle, so that the proper suction is maintained at the outlet end of the fuel nozzle. This suctionmay be but a fraction of that in the manifold. As more carbureted air is demanded by the engine, the operating arm 15 of the throttle cylinder is moved in the proper direction to uncover more of the apertures 24:, at the same time increasing both the inlet and outlet, areas for the chamber 13. This is usually done as the engine gains in speed. With this gain in speed and consequent opening of the throttle, there is usually a diminution of the suction in the manifold, so that the suction above the upper wings 17 is reduced. At the same time, the inlet and outlet areas of the chamber 13 are increased, so that thereby the suction at the outlet is rendered more nearly equal to that to the inlet. As a result, the diminution of the suction at the outlet of the chamber 12 practically has no efiect on the suction at the inlet to such chambenor at the fuel nozzle. When the throttle 15 is moved to its widest open position, as shown in Fig. 1, with the stop in engagement with the lug 51, all the aper tures 2a are uncovered and both the inlet and outlet of the chamber 13 are open to their widest extent. This practically equalizes the suction at such inlet and outlet, and at this time the suction in the-manifold is substantially that desired at the fuel nozzle to produce the best results. Thus a substantially uniform mixture ofcarbureted air is produced. However, under some cir cumstances, it is desirable that a richer mix; ture be used. This is especially the case when the car is operating at low speed and but a small amount of air is being drawn through the carburetor. Then the throttle is moved. to or nearly to its substantially closed position, which may be adjusted by the adjusting screw 52 cooperating with the lug 51 to determine such position. W hen this richer mixture is desired, the mutilated cylinder 35 is turned, by the wire 38, so that the upper edge of its flatface is closer to the fuel nozzle. This makes it necessary for the air passingthe fuel nozzle to go through a smaller area and closer to the fuel nozzle, thus increasing the air piclrs up a greater quantity of fuel. .a this time, substantially all the air which see the fuel nozzle does so on that side 2.11 reef on which the cylinder 35 is located, the passageway on the other side of the cylthe suction, so that c mergers be picked up by the passing air. If the fuel nozzle overflows for any reason, the fuel will run down the passage 12 until it strikes the transverse groove 54 therein, where it collects and drops through an aperture 55 to the ground, so that there is no danger of fire. Moreover, the length of the passageway 12 before the air reaches the fuel nozzle is such that the pulsations in the suction of the engine, and the consequent variations in the how of air throu h the passageway, will take place entirey within such passageway and air that has passed the fuel nozzle will not afterward back out of the entrance of the way 12.

li e claim as our invention:

1. in a carbureter, a fuel nozzle havinga plurality of capillary openings, and provided with an air passageway extending on both sides of said fuel nozzle, a throttle movable across the discharge mouths of said capillary openings, and a valve in said air passage at one side of said nozzle for controlling the passage of air on that side of the nozzle.

2. in a carburetor, an air passage-way with a transverse elongated cross-sectional area, a fuel nozzle having a plurality of capillary openings arranged in said passageway, the said nozzle extending in line with the longest transverse dimension of said passage-way, and dividing said passage-way into two channels, and a throttle valve arranged at the discharge mouths of said ca- )illarv ODQDlII S the said valve havin a b 7 b curvilinear edge extending in a general direction along the 1111s of the fuel nozzle, said passagecurvilinear edge at one end portion being substantially parallel with the said nozzle, and the degree of curvature of the said edge increasing toward the other end such that at the said other end there is a considerable angle formed between the said edge and the nozzle.

3. In a carbureter, an air passage-way with a transverse elongated cross-sectional area, a fuel nozzle having a plurality of capillary'openings arranged in said passageway, the said nozzle extending in line with the longest transverse dimension of said passage-way, and dividing said passage-way into two channels, and a throttle valve arranged atthe discharge mouths of said capillary openings, the said valve having a curvilinear edge extending in a general direction along the line of the fuel nozzle, said curvilinear edge at one end portion being substantially parallel with-the said nozale, and the degree of curvature of the said edge increasing toward the other end such that at the said other end there is a considerable angle formed between the said edge and the nozzle, the angular end of said curvilinear edge terminating a short distance from the end of the valve, and a passage for heated air extending transversely into the first named air passage and having a relatively small discharge mouth directed upwardly at one side of the first mentioned air passage below the said nozzle, and on the same side as the last named and of the said valve.

In witness whereof we have hereunto set our hands and seals at Indianapolis, Indiana, this fifth day of September, A. D. one thousand nine hundred and twelve.

HARRY A. MILLER. [Ls] FRANK M. ADAMSGN. [L.S.]

lVitnesses:

MAPLE Mrnns, Gr. 1B Scanner, 

